Valve for steam-cylinders



(No Model.)

E. WATKEYS.

VALVE. FOR STEAMCYLINDERS, No. 453,800. Patent-ed June 9, 1891.

IVENTo;

ATTOHN EYS NTTEn STATES PATENT OFFICE.

HENRY lVA'lKEYS, 0F jNEW' ALBANY, INDIANA.

VALVE FOR STEAM-CYLINDERS.

SPECIFICATION forming part'of Letters Patent No. 453,800, dated June 9, 1891.

Application tiled July 5, 1890. Serial No. 357,781. (No model.)

.To ct'ZZ whom it may concern.- in order to allow my present improvements Be it known that l, IIENRY XVATKEYs, of to beapplied to old cylinders having the single New Albany, in the county of Floyd, in the exhaust-port a between the two steam-ports State of Indiana, have invented new and use- Z) b I employ a false valve-seat D, formed of 55 5 ful Improvements in Valves for SteanbCylina separate plate, which may be either bolted ders, of which the following, taken in c onnecto the cylinder-face A or mounted removably tion with theaccompanying drawings, isafull, thereon and sustained longitudinally in its clear, and exact description. position by abutments or shoulders ffacross This invention relates tothe valvesofsteamthe ends 0f said valve-seat, engaging corre- 6o 1o engine cylinders, and especially tothose which spending abutments or shoulders g g on the are employed on locomotives. cylinder-face, and preferably, also, by exten- The object of the invention is to provide a sions B S', abutting with their ends against valve which shall admit the steam to the cylthe ond walls of the steam-chest. The lateral inder more quickly at the proper time and redisplacement of the loosely-mounted valve- 6 5 I 5 tain it therein during the greater portion of scat D is prevented by the sides thereof abut-av thestroke ofthe piston andduringthat portion ting against the sides of the steam-chest, and ofthe stroke in which the piston is most effectthe lifting of the said valvelseat is prevend ive on the crank. This, together with the ad# by shoulders [L 7L on the sides of the steamditional expansion allowedto the steam in the chest projecting over the top edges of the 7o zo cylinder, very materially increases the efvalve-seat, as represented in Fig. 7 of the eiency of the engine without increasing the drawings. consumption of fuel required to produce the The Valve-seat D,I form with two exhaustrequisite steam; and to that end the invenports p p, which are of equal size and contion consists in the improved construction and verge to the single port a in the cylinder-face 7 5 z5 combination of parts' hereinafter described, A. Said valve-seat is also formed with two and set forth in the claims. steam-ports o o, which register at their lower In the annexed drawings, Figure lis a longiends with the steam-ports I) of the cylindertudinal sectional View of those portions of a face and diverge therefrom towardthe adjasteam-engine to which my invent-ionpertaus, jent ends of the valve-seat, so as to form a 8o 3o said view being designed to illustrate the adbridge t' between the upper end of each of ditional expansion allowed to the steam in the the steam-ports o and adjacent exhaust-port cylinder during the operation of the engine. p, and also have a bearing Z on each end of Figs. 2, 3, 4, and 5 are longitudinal sectional the valve-seat for the valve Y. This valve I views showing the valve in the different posiform with a steam-channel c, extending lon- 85 3 5 tions into which it moves during the operation gitudinally through it, preferably curved in of the engine. Fig. 6 is a top plan View of the the shape of an arc and terminated with ports valve-seat; and Fig. 7 is a transverse section c c near the ends of the face or under side on line 7 7, Fig. 5, of one side of the stealnof the valve, and the centra-l portion of the chest, showingthelneansfor holding the valvevalve is formed with an exhaust-chamber d, 9o

4o seat down on the cylinder-face. l which is of a length to extend the entire width Similar letters of reference indicate eorreof one of the stea1n-ports 0 and both of the spending parts. i exhaust-ports p p and intermediate bridges A represents the cylinder of a steam-engine; of the valve-scat. Across that portion of the P, the piston; A', the cylinder-face, in which chamber d which is adjacent to the face of 95 45 are the usual steam-ports 1') ZJ and exhaustthe valve are two bridges forming three ports port a between said steam-ports, and C dee e e, which are respectively of the same or notes the steam-chest surroundingthe cylin approximatelythe saine width as the aforesaid der-face and secured to the cylinder in the steam-portl and exhaust-ports of the valveusual and well-known manner. l seat. The ports c c are spaced so that the roo 5o D represents my improved valve-seat,which ,distance between their inner edges corremay be formed dircctlyon new cylinders; but

spends to the distance from one end of the 2 y i A 453,800

valve-seat tothe inner edge of the steamport o near the opposite end of the valve-seat,

while the ports e ee are spaced corresponding to the spacing of the two e: ;l1aust-portsp p and one of the steam-ports o of the valveseat. The steam-port c of the valve and the adjacent end portion j thereof are each of a width equal to one-third of the width of the steam-port o of the valve-seat, and when the valve is at thc end of its full stroke the end portion j ofY the valve is in the center of the port 0 and occupies one-third thereof, while one-third ot the saidv port communicates wit-h the port c and the other third of the port o is open to the interior of the steam-chest, and at the same time the port c in the opposite end of the valve is carried past the end of the valveseat D, so as to communicate directly with the interior of the steam-chest. Consequently whenthe valveisinthe aforesaidpositionsteam is allowed to pass from the steam-chest directly into one of the ports o, and also through the channel c and port c of the Valve into the same port o. Immediately before the valve has arrived at its aforesaid position the three eX- rhaust-ports e e e of the valve have all been opened to their fullest extent to communicate with the steam-port o in the opposite end ef the valve-seat and with both of the two eX- haust-ports p p. This free exhaust, together with the double inlet of live steam, greatly increases the eiciency of the engine.

The operation of my improvedvalve is illustrated in Figs. 2, 3, l, and 5 of the drawings.

Fig. 2 shows the position of the valve when the piston P is near the end of the cylinder and about the commencement of its stroke. Fig. 3 shows the position of the valve when the piston P has traveled nearly one-half the length of the cylinder and the crank I ot the driving-wheel is nearly at the quarter of its movement, as shown by full lines in Fig. l of the drawings. It will be observed thatat this point the steam is cut off from the end of the cylinder back of the piston,while the exhaustports are'still open te allow the steamto escape from the opposite endI of the cylinder. The steam is retained in the cylinder back of the piston P until the latter has reached the position indicated by dotted lines r in Fig. 1 of the drawings, to which position it is carried after the crank has passed beyond the quarter of its movement to the point indicated by I, which is some distance .beyond the usual point I, at which the valve of thc ordinary form releases the cylinder from the steam back of the advancing piston, and by this increased retention of the steam in the cylinder a gain of about forty-three per cent. in the expansion of the steam in the cylinder is obtained. Then the crank is in the position indicated at I', the valve is in Athe position shown in Fig. 4 of the drawings.

Fig.` 5 shows the'valve in position for reversing the movement of the piston.

- Having described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In combination with the valve-seat or cylinder-face provided with the two exhaustports p p between the steam-ports o o,the valve V, formed with the steam-channel o, terminating with ports c' c near the'ends of the valve and spaced with the inner edges of said ports corresponding to the distance from one end of the valve-seat to the inner edge-of the steam-port 0 near the opposite end of the -Valve-seat and having the end portion j of the valve occupying one-third of the width of said steam-port o and having the chamber d extending over the entire width of the other steam-port o and both of the exhaust-ports p and intermediate bridges of the valve-seat and provided across the portion of the said chamber adjacent to the face of i the valve with two bridges, forming three ports e e e, respectively, of the same or approximately the same width as the three ports o p p of the valve-seat, substantially as described and shown. v

2. The combination of the cylinder-face formed with shoulders ff across its ends, and

the valve-seat D, mounted removably on said cylinder-face and formed with shoulders engaging the aforesaid shoulders of the cylinderface, substantially as described and shown.

3. In combination with the cylinder-face provided with the steam-ports l) b and single exhaust-port a., the valve-seat D, mounted on said cylinder-face and formed with the steamports o o and-two exhaust-ports p p, and the valve V, formed with the steam-channel c,

terminatin with vports c' c at o osite ends g PP ot' the valve, and the three exhaust-ports e e communicating with the chamber d in said valve, substantially as described and shown.

`In testimony whereof I have hereunto signed my name this 30th day of .I une, 1890.

- HENRY VATKEYS. [L. s]

Vitnesses:

MARK W. DEWEY, 1I, M. SEAMANs. 

